CN109747710A - Method for controlling the rear-axle steering system of motor vehicle - Google Patents
Method for controlling the rear-axle steering system of motor vehicle Download PDFInfo
- Publication number
- CN109747710A CN109747710A CN201811305752.3A CN201811305752A CN109747710A CN 109747710 A CN109747710 A CN 109747710A CN 201811305752 A CN201811305752 A CN 201811305752A CN 109747710 A CN109747710 A CN 109747710A
- Authority
- CN
- China
- Prior art keywords
- steering angle
- steering
- angle
- motor vehicle
- axle
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
- B62D6/003—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels in order to control vehicle yaw movement, i.e. around a vertical axis
- B62D6/005—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels in order to control vehicle yaw movement, i.e. around a vertical axis treating sensor outputs to obtain the actual yaw rate
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
- B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units, or advanced driver assistance systems for ensuring comfort, stability and safety or drive control systems for propelling or retarding the vehicle
- B60W30/02—Control of vehicle driving stability
- B60W30/045—Improving turning performance
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
- B62D6/003—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels in order to control vehicle yaw movement, i.e. around a vertical axis
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/002—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels
- B62D6/006—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits computing target steering angles for front or rear wheels using a measured or estimated road friction coefficient
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/008—Control of feed-back to the steering input member, e.g. simulating road feel in steer-by-wire applications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/02—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits responsive only to vehicle speed
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
- B62D6/08—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits responsive only to driver input torque
- B62D6/10—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits responsive only to driver input torque characterised by means for sensing or determining torque
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
- B62D—MOTOR VEHICLES; TRAILERS
- B62D7/00—Steering linkage; Stub axles or their mountings
- B62D7/06—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins
- B62D7/14—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering
- B62D7/15—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels
- B62D7/159—Steering linkage; Stub axles or their mountings for individually-pivoted wheels, e.g. on king-pins the pivotal axes being situated in more than one plane transverse to the longitudinal centre line of the vehicle, e.g. all-wheel steering characterised by means varying the ratio between the steering angles of the steered wheels characterised by computing methods or stabilisation processes or systems, e.g. responding to yaw rate, lateral wind, load, road condition
Abstract
The present invention relates to a kind of methods for controlling the rear-axle steering system (6) of motor vehicle (1), wherein adjusts the steering angle of the wheel of rear axle (4).When reaching the predetermined transverse acceleration of motor vehicle (1), according to the friction valve for the driveway surface that motor vehicle (1) is travelled, the steering angle of the wheel of rear axle (4) and/or the gradient of steering angle are limited.
Description
Technical field
The present invention relates to a kind of methods for controlling the rear-axle steering system of motor vehicle, wherein adjusts the wheel of rear axle
Steering angle, the invention further relates to a kind of apparatus for carrying out the method.
Background technique
The vehicle for security reasons currently produced is all designed to be understeer in principle.In the limit model of lateral dynamics
When enclosing interior turning driving, the side drift angle on rear axle is less than the side drift angle on preceding bridge, and this prevent inside to lose control of one's vehicle
It deflects and makes it possible to be controlled by driver.
Motive vehicle meeting with rear-wheel rear-axle steering system in other words influences the side drift angle between preceding bridge and rear axle strongly
Dynamic relation.When rear axle is relative to preceding bridge suitably oppositely divertical motion, traveling behavior changes to ovdersteering direction.Same
When the divertical motion in one direction, traveling behavior is elapsed to understeer direction instead.
If turned in the limit range of lateral dynamics, especially oversteering, preceding bridge reaches first with maximum
The side drift angle of lateral force.The reduction of bridge lateral force before the increase of steering angle, i.e. oversteering subsequently result in.On rear axle at this moment
The side drift angle that maximum lateral force but has not yet been reached is carved, so that the unidirectional divertical motion of rear axle leads to the side on rear axle
Increase to power.Rear-axle steering system thus adds additional lateral force to existing lateral force.Traveling behavior thus serious understeer
And it can cause to go ahead in extreme circumstances and travel and therefore leave lane.
Similar to this, the excessive reversed divertical motion that rear-axle steering ties up in limit range causes lateral on rear axle
Power reduces.Thus traveling behavior serious ovdersteering and can cause the excessive of motor vehicle to deflect inward and lose in extreme circumstances
Control.
The side drift angle of maximum possible depends on lane friction valve, the i.e. adhesive force in lane.On the road surface of skidding, such as
Snow or icy roads on, obviously reach maximum side drift angle earlier compared to dry bituminous sheaths.
A kind of method for running steering system in a motor vehicle is described in 10 2,010 036 619 A1 of DE,
The steering system has rear-axle steering system.Here, the side drift angle of preceding bridge is influenced in this way by rear-axle steering, so that side drift angle is turning
It is kept constant into wheel angle range.
2008/0109133 A1 of US describes a kind of for limiting the sliding angle of tire in steering control system for motor vehicle
Method, wherein by car speed and steering wheel angle calculate the first steering increase angle.Furthermore as the sliding angle of vehicle and tire
The function of sliding angular limit calculates the angle upper limit and angle lower limit.First calculated between the angle upper limit and angle lower limit turns to
Increase the summation at angle and steering wheel angle, to generate first jiao of limit value.Furthermore it is turned to from deflecting roller angle with first and increases angle
Summation subtracts first jiao of limit value to generate the first limit function, and is turned to by the first limit function with first and increase angle phase
Add and generates motor angle instruction.
Summary of the invention
It, can using this method the task of the present invention is a kind of method for controlling the rear-axle steering system of motor vehicle is realized
Increase driving safety.
According to the present invention, it when reaching specific motor vehicle transverse acceleration, is limited according to the friction valve of driveway surface
The steering angle of the wheel of rear axle and/or the gradient (change rate) of steering angle.That is, limit range of the rear axle in lateral dynamics
The divertical motion of interior pre-control limited according to lane friction valve and friction valve availability to maximum allowable angle or
Say angle gradient.This mode adaptive with friction valve to the rear-axle steering angle limitation of angle gradient in other words of pre-control and
Thus the limitation of the divertical motion to rear axle in its maximum range of slip angles prevents undesirable divertical motion and thus
The generation of understeer or ovdersteering is prevented, and therefore substantially increases driving safety.
In view of described problem is exactly just to occur when on the driveway surface with low friction value in traveling, in the present invention
A kind of very favorable improvement project in, the limitation steering angle and/or steering angle when being lower than the specific friction valve of driveway surface
Gradient.
Furthermore it can propose, the steering angle of the wheel of rear axle be adjusted using steering angle regulating device, which ensure that very simple
Single implementation this method.
If the gradient of steering angle continuously reduced, the movement especially coordinated can be realized.
When the limitation for implementing the gradient to the steering angle and/or steering angle of the wheel of rear axle according to the travel speed of motor vehicle
When, obtain the increase of motor-driven vehicle going safety.
Apparatus for carrying out the method is provided in claim 6.
It can be implemented in a very simplified manner according to the method for the present invention using this equipment.
Detailed description of the invention
Further advantage of the invention, spy are obtained from claim, to the following the description of preferred embodiment and by attached drawing
It seeks peace details.Attached drawing is shown:
Fig. 1 is shown with the schematic plan for controlling the motor vehicle of the equipment of rear-axle steering system；
Chart Fig. 2 shows side force of tire about side drift angle；And
Fig. 3 shows chart of the rear-axle steering angle about expected transverse acceleration.
Specific embodiment
Fig. 1 shows motor vehicle 1 in a manner of very schematical, which has vehicle body 2, preceding bridge 3 in known manner
With rear axle 4.Bridge 3 preceding in the case and rear axle 4 are all steeraxles.The ways and means how preceding bridge 3 and rear axle 4 turn to are herein
It is not described in detail.But corresponding steering system is also very schematically illustrated, bridge 3 or rear axle 4 before which is associated with,
And bridge 3 and rear axle 4 turn to before being made using steering system.The steering system of preceding bridge 3 is referred to as preceding bridge steering system 5 herein, rear axle 4
Steering system is referred to as rear-axle steering system 6.Preceding bridge steering system 5 can also be built herein in principle independently of rear-axle steering system 6
Specific correlation is found, but the correlation is not mechanical, electronic type.
Rear-axle steering system 6 has steering angle regulating device 7, and steering angle regulating device is principally used for, and adjusts the vehicle of rear axle 4
The desired steering angle of wheel.Steering angle regulating device 7 receives first inputted by unshowned steering apparatus thus
Driver it is expected and is processed into the corresponding steering angle of the corresponding steering angle of rear axle 4 wheel of rear axle 4 in other words.
But steering angle regulating device 7 furthermore also can due to specific, described in the following and with pass through handling maneuver
The driver of device input expects to have deviation.Therefore it can be utilized when reaching the predetermined transverse acceleration of motor vehicle 1
The friction valve for the unshowned driveway surface that the steering angle regulating device 7 is travelled according to motor vehicle 1 limits the wheel of rear axle 4
Steering angle and/or steering angle gradient.
In a kind of method of rear-axle steering system 6 for controlling motor vehicle 1, the steering angle of the wheel of rear axle 4 is adjusted.?
When reaching the predetermined transverse acceleration of motor vehicle 1, the steering of the wheel of rear axle 4 is limited according to the friction valve of driveway surface
The gradient of angle and/or steering angle.This method can be implemented by whole unshowned equipment, which is furthermore provided with steering angle
Regulating device 7.It is preferred that limiting the gradient of steering angle and/or steering angle when being lower than the specific friction valve of driveway surface.
Term " gradient of steering angle and/or steering angle " refers to or only limits steering angle or only limits steering angle
Gradient, or not only limited steering angle but also limited the gradient of steering angle.Preferred the latter herein.
Fig. 2 shows indicatrix charts in other words, the variation which depict side force of tire about side drift angle.Herein may be used
To find out, compared on the driveway surface with high friction valve, on the driveway surface with low friction value, i.e., for example snow
Or icy roads, reach maximum side force of tire in the side drift angle that may be significantly smaller.The side drift angle of maximum possible is therefore
It is related to the friction valve of driveway surface.
Implement the steering angle of the wheel of limitation rear axle 4 recited above and/or the gradient of steering angle due to following
Method: when being turned in the range that lateral dynamics are limited, the preceding bridge 3 of motor vehicle 1 has reached first has maximum lateral
The side drift angle of power.The lateral force of bridge 3 reduces therefore the increase of steering angle, i.e. oversteering cause before.But on rear axle 4 at this moment
Carve but not yet realize maximum lateral force side drift angle, thus the unidirectional divertical motion of rear axle 4 cause it is lateral on rear axle 4
Power increases.The traveling behavior causes serious understeer as a result, may cause in extreme circumstances straight-line travelling and therefore from
Driving road.Similarly, excessive reversed divertical motion of the rear-axle steering system 6 in limited range causes lateral on rear axle 4
The reduction of power.The traveling behavior causes serious ovdersteering as a result, may cause motor vehicle 1 in extreme circumstances exceedingly
It deflects inward and out of control.
Fig. 3 shows a chart, wherein depicts variation of the rear-axle steering angle about expected transverse acceleration.
It can be as described below to the limitation of the gradient of the steering angle of the wheel of rear axle 4 gradient at rear-axle steering angle in other words
To determine:
In order to accurately determine the driving status on any driveway surface with maximum allowable side drift angle, define as follows
Friction valve availability:
μAvailability=absolut (ayIt is expected that)/(μ·g)。
Codomain is [0 1], and g is gravity constant, and μ is the lane friction valve of estimation.It is expected that transverse acceleration is turned to by preceding bridge
It is 5 steering wheel angle sensor DeltaLWIOr the rack position Delta measuredEPSIt obtains.It can to this illustrative calculating
To carry out as follows:
ayIt is expected that=DeltaLWI/ mechanical steering gear ratio travel speed sideway gain or
ayIt is expected that=DeltaEPSTravel speed sideway gain
The sideway gain describes the relationship between the wheel turning angle and yaw velocity of motor vehicle 1.
The maximum gradient d_Delta of rear-axle steering movementHADepending on μAvailability.When friction valve availability is 1, allowed
Gradient be down to 0 °/s, to prevent further divertical motion.The continuous decline of gradient, i.e. continuously the property led has herein
Benefit.This is shown in Fig. 3 by curve trend round and smooth in corresponding boundary.
The limitation at the rear-axle steering angle absolute in other words to the steering angle of the wheel of rear axle 4 can determine as described below:
In the ideal case, it is no more than when driving with the transverse acceleration of the maximum possible on corresponding driveway surface in rear axle
The side drift angle maximum value of tire on 4.Therefore the maximum rear-axle steering angle of limitation is equivalent in reflection driveway surface adhesive force
Expection transverse acceleration when rear-axle steering angle.
Fixed rear-axle steering angle is in principle by steering wheel angle sensor DeltaLWIOr the tooth of preceding bridge steering system measured
Position DeltaEPSIt obtains.This illustrative calculating can be proceed as follows:
DeltaHA=DeltaEPS* steering gear ratioHA
Or
DeltaHA=DeltaLWIThe steering gear ratio * steering gear ratio of/machineryHA
Steering gear ratioHAIt is the applicable value of the characteristic of rear-axle steering system 6.
Maximum transverse acceleration is obtained as follows by friction coefficient μ and gravity constant g:
ayMAX=μ * g
Maximum rear-axle steering angle can be calculated by equation described above as follows:
DeltaHA,MAX=(μ g steering gear ratioHA)/(travel speed sideway gain)
As can be seen that in order to implement the method, the friction valve μ of driveway surface should be at least almost known.In order to
It determines friction valve, known way can be used, such as according to kinematic parameter, such as yaw velocity and/or the transverse direction measured
Appraisal made by the deviation of acceleration and the pre- period parameters based on model is estimated according to made by wheel-slip, by steering resistence
Estimate made by square, the information from Car2X- communication.The already existing sensor on motor vehicle 1 can be used thus.
All functions described herein are can be such as in row urgent as oversteering and understeer in terms of its gain
It sails in situation through travel speed, steering wheel angle, turn to wheel speed or adjusted according to selected ride characteristic.
Claims (6)
1. the method for rear-axle steering system (6) of the one kind for controlling motor vehicle (1), wherein adjust the steering of the wheel of rear axle (4)
Angle,
It is characterized in that,
When reaching the predetermined transverse acceleration of motor vehicle (1), the driveway surface that is travelled according to motor vehicle (1) rubs
Wiping value limits the steering angle of the wheel of rear axle (4) and/or the gradient of steering angle.
2. according to the method described in claim 1,
It is characterized in that,
The gradient of limitation steering angle and/or steering angle when being lower than the specific friction valve of driveway surface.
3. method according to claim 1 or 2,
It is characterized in that,
The steering angle of the wheel of rear axle (4) is adjusted using steering angle regulating device (7).
4. method according to claim 1,2 or 3,
It is characterized in that,
The gradient of steering angle is continuously reduced.
5. method according to claim 1 to 4,
It is characterized in that,
Implement the limit of the gradient to the steering angle and/or steering angle of the wheel of rear axle (4) according to the travel speed of motor vehicle (1)
System.
6. a kind of for implementing the equipment of the method according to any one of claims 1 to 5, which has steering angle tune
Regulating device (7), when reaching the predetermined transverse acceleration of motor vehicle (1) can using the steering angle regulating device according to
The friction valve for the driveway surface that motor vehicle (1) is travelled limits the steering angle of the wheel of rear axle (4) and/or the gradient of steering angle.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| DE102017219881.8A DE102017219881A1 (en) | 2017-11-08 | 2017-11-08 | Method for controlling a rear axle steering of a motor vehicle |
| DE102017219881.8 | 2017-11-08 |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| CN109747710A true CN109747710A (en) | 2019-05-14 |
| CN109747710B CN109747710B (en) | 2021-06-22 |
Family
ID=63878557
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201811305752.3A Active CN109747710B (en) | 2017-11-08 | 2018-11-05 | Method for controlling a rear axle steering system of a motor vehicle |
Country Status (5)
| Country | Link |
|---|---|
| US (1) | US11059515B2 (en) |
| EP (1) | EP3483038B1 (en) |
| KR (1) | KR20190052639A (en) |
| CN (1) | CN109747710B (en) |
| DE (1) | DE102017219881A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114746324A (en) * | 2019-12-11 | 2022-07-12 | 宝马股份公司 | Method and apparatus for controlling rear axle steering system |
Families Citing this family (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE102020209961A1 (en) * | 2020-08-06 | 2022-02-10 | Zf Friedrichshafen Ag | Method for operating a steer-by-wire system in a motor vehicle and control device, computer program and steer-by-wire system |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04126668A (en) * | 1990-09-17 | 1992-04-27 | Nissan Motor Co Ltd | Steering angle controller |
| EP0510365A2 (en) * | 1991-03-22 | 1992-10-28 | Mazda Motor Corporation | Rear wheel steering system for vehicle |
| US20060025896A1 (en) * | 2004-07-28 | 2006-02-02 | Ansgar Traechtler | Coordination of a vehicle dynamics control system with a rear-wheel steering system |
| CN102343936A (en) * | 2010-07-26 | 2012-02-08 | F.波尔希名誉工学博士公司 | Method for operating steering system |
| CN104443022A (en) * | 2014-11-11 | 2015-03-25 | 深圳职业技术学院 | Four-wheeled independently-driven electric automobile stability control method and system |
Family Cites Families (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3807100A1 (en) * | 1988-03-04 | 1989-09-14 | Bayerische Motoren Werke Ag | METHOD FOR CONTROLLING THE REAR WHEELS OF MOTOR VEHICLES |
| WO2007125083A1 (en) * | 2006-04-27 | 2007-11-08 | Continental Teves Ag & Co. Ohg | Method and system for determining an optimal steering angle in understeer situations in a vehicle |
| US7756620B2 (en) | 2006-11-06 | 2010-07-13 | Gm Global Technology Operations, Inc. | Methods, systems, and computer program products for tire slip angle limiting in a steering control system |
| JP4924378B2 (en) * | 2007-11-19 | 2012-04-25 | トヨタ自動車株式会社 | Vehicle travel control device |
| DE102011016633A1 (en) * | 2011-04-09 | 2012-10-11 | Audi Ag | Method for operating vehicle equipped with rear axle steering, involves recognizing passenger in rear seat row in motor vehicle, where rear axle steering is operated in restricted operating mode |
-
2017
- 2017-11-08 DE DE102017219881.8A patent/DE102017219881A1/en not_active Withdrawn
-
2018
- 2018-10-17 EP EP18201015.7A patent/EP3483038B1/en active Active
- 2018-11-05 CN CN201811305752.3A patent/CN109747710B/en active Active
- 2018-11-07 US US16/183,046 patent/US11059515B2/en active Active
- 2018-11-07 KR KR1020180135802A patent/KR20190052639A/en not_active Application Discontinuation
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH04126668A (en) * | 1990-09-17 | 1992-04-27 | Nissan Motor Co Ltd | Steering angle controller |
| EP0510365A2 (en) * | 1991-03-22 | 1992-10-28 | Mazda Motor Corporation | Rear wheel steering system for vehicle |
| US20060025896A1 (en) * | 2004-07-28 | 2006-02-02 | Ansgar Traechtler | Coordination of a vehicle dynamics control system with a rear-wheel steering system |
| CN102343936A (en) * | 2010-07-26 | 2012-02-08 | F.波尔希名誉工学博士公司 | Method for operating steering system |
| CN104443022A (en) * | 2014-11-11 | 2015-03-25 | 深圳职业技术学院 | Four-wheeled independently-driven electric automobile stability control method and system |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN114746324A (en) * | 2019-12-11 | 2022-07-12 | 宝马股份公司 | Method and apparatus for controlling rear axle steering system |
| CN114746324B (en) * | 2019-12-11 | 2024-01-26 | 宝马股份公司 | Method and apparatus for controlling rear axle steering system |
Also Published As
| Publication number | Publication date |
|---|---|
| US11059515B2 (en) | 2021-07-13 |
| US20190135337A1 (en) | 2019-05-09 |
| EP3483038A1 (en) | 2019-05-15 |
| DE102017219881A1 (en) | 2019-05-09 |
| EP3483038B1 (en) | 2020-12-09 |
| KR20190052639A (en) | 2019-05-16 |
| CN109747710B (en) | 2021-06-22 |
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